CPD-ACCREDITED TECHNICAL ARTICLES IN THIS ISSUE
FIGHT AGAINST HEADLIGHT GLARE THIS MONTH!
THE IGA DEMANDS MOT FEE CAP BE RAISED
ANNIVERSARY
What’s in store?
BEST PRACTICE ON EGR SYSTEMS AND STARTER MOTORS EXPLORING BRAKE PARTICULATE EMISSIONS, CARBON CERAMIC BRAKES TROUBLESHOOTING BRAKE JUDDER, TURBOCHARGERS, A PEUGEOT 3008’S ENGINE MANAGEMENT LIGHT AND NOISE COMING FROM A TOYOTA C-HR
Welcome to February’s edition of Professional Motor Mechanic – the perfect gift for your special valentine this month. We’ve got a very in-depth look at the causes of headlight glare in our CPD zone this month, courtesy of Core Diagnostics. It’s an increasing irritant on the roads, so be sure to have a read on page 19 and help your customers out. The IGA has been pestering the transport secretary, or should that be secretaries, plural, about the MOT fee cap recently. You can read all about their great work on page 48. Lastly, Bosch look to the future (and, well, the present) in their article on how the humble steering wheel is being reinvented to open new opportunities for drivers, that’s on page 36. All that’s left is to say enjoy the issue and cheer up, spring will be here soon, I promise!
Editor KIERAN NEE
News and Products Editor
FREYA COLEMAN
Digital Manager
KELLY NEWSTEAD
Group Manager
ROBERT GILHAM
Senior Account Manager
ALEX DILLEIGH
Magazine Design
CREATIVEUNBLOCK.CO.UK
Group Production Manager
CAROL PADGETT
Production Assistant
CLAIRE SWENDELL
Distribution Manager
KARL CLARK
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As revealed at the recent IAAF conference, the UK car parc is now at an average of 9.3 years old, with that figure expected to hit a peak of 9.4 over the next few years. The reason? Well, the pandemic, in a word. As factories vital to car manufacture across Europe and China went quiet, the supply of new vehicles dropped to a trickle. Factories were quickly back up and running but the knock-on effects were long-lasting and even today people are talking about the very topic that we kicked off our PMM Podcast with three years ago – parts shortages. As we have emphasised many times before, this increase in average age is great news for independent garages. Older cars mean more problems, mean more drivers turning up at your garage.
But is it all rosy for garages in 2025? Accessing the secure gateway to enact repairs on many modern vehicles feels like another way the vehicle manufacturers are pushing out independent garages from the repair process as much as they can. When even a simple service can require authorisation from the manufacturer to turn the service light off, you can’t help but feel that we are entering a landscape in which independent garages are becoming simply satellite garages, third party clients acting on the VMs’ behalf. Of course, you still need to buy your own equipment and pay your own rates, but much of the profit will now go back to the VM. I mean, they did do you a favour by allowing you to repair their cars, after all...
There are many other issues at the moment which might affect your answer to the question posed above. The ongoing (dragging on and on) debate surrounding EVs, including the return of hybrids as the flavour of the month; the role AI might be able to play in facilitating a better front-of-house service; the extortionate costs associated with expansion; endless specialist tools; increased levels of support thanks to magazines, videos, forums etc.; and on and on.
One last thing I will throw out there: the skills shortage. We’re going to be looking at this issue extra hard this year, and hopefully doing our part to tackle it to celebrate our 25th anniversary year. Depending on how you look at it, the lack of young people taking up tools is either a death knell for the industry, or a challenge to be solved, and in the process, providing a quality job to a young person.
Maybe the question shouldn’t be would you open a garage in 2025, but what kind of garage would you open in 2025 – one that makes ends meet, or one that thrives and brings value to your community? KieranNee
n MILLENNIALS SHUN GARAGES IN FAVOUR OF DIY. Three-quarters of this age group (28-43 year olds) are trying to mend motors themselves, unlike the supposedly more DIY-savvy Gen X (44-59) and Baby Boomers (60-78). This is according to a survey by Sterling Insurance.
n CLASSIC CAR OWNERS DIVIDED ON THE NEED FOR NEW MOT RULES. This has been revealed in the DVLA’s call for evidence, which found that 49 per cent felt the existing registration process works well and 40 per cent disagreed with the need for new MOT-style tests.
n CLEEVELY MOTORS BECOMES IMI-APPROVED TRAINING CENTRE. This is in partnership with Cotswold Diagnostics and follows on from the success of the Cheltenham based garage’s “At Ease with EV” courses in 2024.
n FIXMYCAR PARTNERS WITH THE MOTOR OMBUDSMAN. This is to launch FixRated, an approved network of trusted garages aiming to serve demands for business of consumer servicing and repairs in garages.
n CASTROL ANNOUNCES INAUGURAL CONFERENCE. The oil company has revealed it will host this first-ever event, bringing together over 260 Castrol Service workshops to learn about the brand’s future strategy, services from key suppliers and much more.
December’s Startline Used Car Tracker shows the percentage of motorists who say that they would consider an electric car as their next vehicle is up from 19 per cent to 29 per cent, while for diesel, it has increased from 12 per cent to 22 per cent.
However, interest in other fuel types is relatively static, with petrol falling slightly from 49% to 47 per cent and hybrids increasing only a little from 26 per cent to 30 per cent. As expressed by Paul Bergess, CEO of Startline Motor Finance, the company’s interpretation of this is that consumers are becoming more interest in vehicles that are cheap to fuel,
The IAAF’s Pride of the Aftermarket Award winners included Ring and Osram as Car Supplier of the Year.
resulting in an openness to EVs and diesel cars. When considering new data from CrowdCharge revealing a potential annual saving of £600 when charging an EV at home versus fuelling a petrol car, this may be come truth to this.
GSF Car Parts, the UK’s fastest growing motor factor, is excited to announce its new National Distribution Centre (NDC) in Wolverhampton is now operational and delivering to branches across the UK. The company took over the 500,000 sqare foot facility in Wolverhampton back in May and will serve as the central logistics hub.
The new distribution centre is designed for future scalability, the floor space being expandable to up to 750,000 square foot with mezzanine. The site includes office space, advanced logistics capabilities with 58 docks, eight-level access loading doors, and nearly 700 parking spaces for cars and HGVs. The NDC is set to create more than 400 job opportunities across the West Midlands.
PMM’s Freya Coleman was shown round the facility at the end of last year, where the top team also shared with journalists the investments they have made in the past year. This has resulted in a year of rapid growth for the car parts distributor, with sales year-on-year up by more than 22 per cent in 2024.
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Messe Frankfurt UK has launched ‘Motorvate’, an Automotive careers, skills and recruitment initiative, running alongside Automechanika Birmingham in June this year.
Joining forces to tackle the industry’s talent and skills crisis will be Toyota GB, European Tyre Enterprise Limited (ETEL, including Kwik Fit), LKQ Euro Car Parts, Autotech Group and the Institute of the Motor Industry (IMI). With the IMI forecasting a sector shortfall of 160,000 by 2031, including the
urgent need for 45,800 additional technicians, Motorvate aims to represent a united industry push to inspire the next generation and build a sustainable talent pipeline.
After a successful show returning back to Sandown Park in Surrey last November, Mechanex PMM Live, the UK’s longest-running trade show dedicated solely to the independent aftermarket is headed back to The Yorkshire Events Centre in Harrogate on the 15th and 16th of May 2025. Exhibitors announced so far are JLM Lubricants, Opus IVS and ALLDATA. The event features CPD accredited seminars and is free to attend (and so are the bacon rolls!) so scan the QR code to register now.
63 %
of Brits are clueless on car maintenance according to Motorpoint’s survey which also revealed that 25 per cent of motorists were unsure about inspecting their vehicles’ tyres.
67 % of drivers feel that garages aren’t transparent enough about their data security practices according to a Digidentity survey which also found that 79 per cent of respondents also believe that stronger regulations are needed to govern access to their vehicles data.
43 % of motorists disregard critical dashboard warning signs, with 15 per cent ignoring illuminated warning lights in their car for more than a week according to a study by Green Flag.
Nissens Automotive fills in the gaps for readers when it comes to EGR systems.
As the vehicle manufacturers strive to limit the impact that combustion engines have on the environment, the majority of new vehicles are equipped with an exhaust gas recirculation system, which subsequently provides opportunities for workshops, particularly due to how they are driven and the quality of the fuel they use, which can result in a high rate of failures and consequently, a growing demand for replacement components.
A fault with the EGR valve, for example, can lead to severe OBD errors that can result in the engine being set to limp mode and may provoke failures in other parts of the system. Common reasons for EGR system failure include unclean combustion, frequent short distance travel patterns, excessive thermal stress and moisture/contamination of the fuel. With this in mind, Nissens Automotive is able to provide workshops with an aftermarket solution and the technical support they require.
Although there are several elements within the EGR system, the valve is central, and the part that is most often replaced. However, before doing so, it is important to undertake the correct diagnosis to find any underlying faults that may have caused or contributed to the problem the vehicle was brought in for, which will require some troubleshooting.
Common issues with the EGR system can be experienced by:
n Engine irregular idling or jerking
n Engine “chattering noise”
n Insufficient engine performance (lower RPMs in petrol engines and higher RPMs in diesel engines)
n Engine limp-mode activation
n Engine misfires
n Illumination of the check engine light, often accompanied by diagnostic trouble codes (DTCs) such as P0401, P0102, P0402, and P0103.
However, before concluding that the EGR valve has failed, it is highly recommended to thoroughly inspect the complete EGR system, including components within the engine’s
intake, exhaust, and emissions control systems. It is also important to understand that the engine control unit monitors several sensors and components to maintain optimal performance and comply with emission standards, so if a problem occurs in one of the related systems, it can affect the EGR system’s function and result in error codes.
Therefore, a thorough diagnosis of the entire intake and emission control system is important if error codes are related to the EGR valve and this often requires inspecting and testing multiple components to identify the exact cause of the issue.
If, after following these processes, it is found that the valve does need to be replaced, once correctly installed, a process extensively addressed in another Nissens technical guide (go to www.rdr.link/abq002), the valve must be calibrated with the ECU to function correctly.
This adaptation process involves calibrating the EGR system to work seamlessly with a new or replaced EGR valve, or its related components and is essential to ensuring that the engine operates efficiently and meets emission standards.
The EGR adaptation process is critical for maintaining proper engine performance, reducing emissions, and preventing issues, such as rough idling or reduced fuel
efficiency. It should be carried out by experienced technicians using appropriate diagnostic equipment, following the specification stipulated by the VM. However, the following section provides an overview of the EGR adaptation process.
After replacing the EGR components, the EGR adaptation process begins with the initialisation of the ECU. This step is performed using specialised diagnostic tools.
During the adaptation process, the ECU enters a learning phase. It collects data from the new EGR component to understand its specific characteristics and behaviour, such as voltage readings, response times and temperature ranges.
With the collected data, the ECU calibrates itself to work optimally with the new EGR component. This calibration involves adjusting various engine parameters to ensure that the EGR system operates efficiently.
Once the calibration is complete, it is essential to verify the correct operation of the
EGR system. This may involve conducting tests to ensure that the EGR valve opens and closes as required.
If error codes related to the EGR system were stored in the ECU before the adaptation process, these codes must be cleared to ensure that the vehicle’s ECU is not operating in a limp or reduced performance mode.
After the adaptation process, a final check of the EGR system’s functionality should be performed to confirm that the EGR valve and related components are working as expected.
To further validate the EGR system’s performance, a road test may be conducted to ensure that the vehicle operates smoothly under real driving conditions.
In addition to the technical support that Nissens provides, a further benefit for workshops committed to completing a full and thorough repair, comes in the form of the company’s ‘First Fit’ concept, which, in common with every component in the Nissens range, means that whenever extra parts are needed for an EGR coolers’ correct installation, for example, these are automatically included in the box, making them easy to install, as well as saving professional installers time and effort in the process.
The entire Nissens Engine Efficiency and Emissions programme now encompasses EGR valves, modules and coolers, turbochargers and oil feed lines, intercoolers and a throttle body range, and consists of 1,403 individual products, catering for more than 7,600 OE part numbers and serving the majority of the European PC/LCV parc.
Workshops already fitting Nissens parts, will be aware of the wide ranging technical support the company provides, but for those who don’t, a broad spectrum of technical information from training modules and videos, to best practice procedures and product information is available through the Nissens Experts portal at www.rdr.link/abq003
The winter can be a time when motorists fall foul of the increased risk of roadside breakdowns and battery related non-starts. As a result, independent workshops are inundated with car battery issues. Here, Rotronics offers some advice on what you can do for your customers.
The inevitable cold of this time of year will significantly affect a battery’s performance and, in extreme temperatures, this can mean as much as a 50 per cent dip.
There are increased power demands on a vehicle due to the darker nights; lighting, heating systems, electrics, heated seats and de-misting windows, all together, put an excessive drain on the vehicle’s battery, so charging is vital. In a routine service, the brakes, oil, tyres, exhaust and all fluid levels are checked as standard, but for some reason the battery is often overlooked yet it is arguably the single most important component in the vehicle.
A 12V battery is considered fully charged at around 12.7 Volts. In use voltage should always be above 12.4V to prevent sulphating of the cells (the most common cause of battery failure) reducing performance and serviceable life of the vehicle’s battery.
We recently undertook a survey at Mechanex Surrey where only two in 10 workshops routinely undertook a battery test, rising to 7 in 10 when a battery fault was suspected.
Traditionally the focus on the 12V battery has been its cold cranking (starting) performance but with most ICE vehicles having start stop-systems fitted combined with increasing electrical demands, the ability of the battery to handle loads when the alternator is not engaged is critical. The ability to check this ‘reserve capacity’ is a valuable addition and should be considered when investing in diagnostic battery testing equipment.
Rotronics, the UK partner for CTEK and Midtronics battery management technology, is an industry leader in battery
maintenance and service solutions and our team always recommends that independent workshops offer a simple battery ‘Test & Charge’ service for every vehicle that
enters their premises. You can then identify all opportunities in supporting your customers and their vehicles with just a few simple steps:
1.Test every vehicle’s battery using a diagnostic battery tester, as part of your winter inspection programme.
2.Notify the customer/owner of the outcome, stating that the battery is: a) Good – fully charged (no action required); b) Faulty and needs replacing (offer replacement).
Offering this service helps you to show your customer how to prevent an issue before they’re standing at the side of the road in the dark, the snow or rain. It also presents you with additional revenue potential by giving you the chance to identify a faulty battery and, more importantly, the opportunity of replacing it.
Rotronics works with independent workshops to deliver simple, effective battery and electrical system testing processes that integrate into every-day workshop practices. Payback can be demonstrated through the additional revenue earned from testing, charging and battery sales. Rotronics each workshop customer is given the expertise and know-how to maximise fault diagnosis and increase customer service within their own workshop. The programmes are designed around each business’ individual requirements and Rotronics’ knowhow can help your business
to extend the life of a customer’s battery, as well as identifying those batteries that are likely to fail during the winter. This enables technicians to accurately diagnose and proactively inform customers of any impending defect or failure before it impacts them in their daily lives.
Additionally, the unique ROBIS Rotronics Battery Management Programme (ROBIS) keeps a full record of use and allows workshop operators/owners to monitor and track opportunities and upselling potential as part of everyday service and inspection activities carried out by their technicians as well as enabling a full battery condition report to be generated and printed out or emailed to the customer – a major step forward in customer service.
Ken Clark, Managing Director at Rotronics, says: “Battery failures and nonstarts create very expensive, time-consuming
inconvenience at this time of year. The majority of the issues faced can be prevented with a little care, maintenance, and preparation, however.
“Workshops can be preparing well in advance for the onslaught of the chilly weather and dark nights. The best time to prepare for the next winter’s battery problems is in the winter itself or straight afterwards when all the issues and costs are at the front of your mind.”
The Battery Management Programme from Rotronics has some simple steps to help you and your workshop team cope with the effects of winter:
1.Inspect
Always check batteries for signs of damage. Look for signs of corrosion, excessive
electrolyte staining and gassing. Make sure that the hold down clamps and terminals are secure and free from dirt or corrosion; in the unlikely event the battery is not maintenance free, make sure that the electrolyte levels are checked and maintained.
n Every vehicle battery that enters the workshop should be tested including batteries that have been jump- started. A jump-start is only a temporary fix which, in many cases, is hiding an underlying problem.
n Use the best diagnostic tester you can afford. As a minimum you will need to be able to advise the cold cranking (starting) capability of the battery. Whether it is good, in need of charging or requires replacing. Ideally the tester should be able to provide a printout of results that can be shared with the customer.
n Reserve capacity (RC) performance of the battery is increasingly important. This is the ability of the battery to run electrical consumers when the alternator is not providing energy. This
is relevant with start stop vehicles (and also EV auxiliary batteries). A tester that can provide a RC test is increasingly useful.
It is good practice to connect the vehicle battery to a charger during service. Not only will it charge and condition the battery but it will help compensate for battery drains encountered during service work from having ignition on or even opening and closing doors. Use a charger that is designed robustly for workshop use and has a sufficient power
output. We would recommend a minimum of 25A for routine work. More if diagnostic work is planned.
Once the battery is in a good, healthy, and charged condition, check that the charging system is also performing as it should.
n Ensure the starter system is working correctly.
n Check the alternator output.
n Ensure there are no excessive drains present, which can cause batteries to go flat very quickly.
Febi provides readers of PMM with some invaluable information regarding starter motors.
•Robust construction for perfect function
•Optimal fitting accuracy for easier repairs
•Strict quality standards
•Compliance with the requirements of vehicle manufacturers
When we get behind the wheel and turn the key, or push the start button, we expect the engine to quickly fire into life so we can set off on our journey. However, internal combustion engines cannot start themselves, the process requires external energy.
The starting procedure revolves around an electric motor with a meshed drive engaging with the flywheel to turn the engine. This combination must be powerful enough to overcome resistance from friction and compression, converting the electrical energy stored in the vehicle’s battery into kinetic energy to start the engine.
While the starter motor uses the power stored in the battery to start the engine, the alternator must constantly supply stable electrical current to every component in the vehicle that requires it; along with the vital task of ensuring the battery is always fully charged so that the starter motor can do its job when called upon.
The alternator is powered by the engine’s crankshaft via a drive belt. When the engine is running, the drive belt rotates the alternator, which in turn converts the kinetic energy generated into electrical current.
Every starter motor and alternator that febi offers is manufactured in accordance with OE specifications, guaranteeing performance, reliability, and that all relevant European regulations are adhered to. As is the case with
OE, febi can supply its alternators with or without the appropriate pulley as required.
All febi starter motors and alternators are completely new throughout, with no old core surcharge or use of remanufactured parts. Not only does this ensure high product quality in keeping with febi’s promise to only supply replacement parts that match OE quality standards, with no need for the workshop to return the original component for reimbursement, repairs can be more time efficient and - without the need for additional logistics - more environmentally friendly.
Due to the ever-increasing complexity of the electronics fitted to modern vehicles, the quality of each individual component is vitally important. If one fails, it is often the case that a complete system will be compromised. This is why febi relies on stringent quality control with all products in its electrics range.
febi currently features over 150 starter motors and 200 alternators on its books, a range covering more than 15,000 and 13,500 popular passenger and light commercial vehicle applications respectively.
febi aren’t stopping there though. With significant investment in analysis of the automotive aftermarket, its huge range of rotating electrics components is set to grow even larger over the next few years with hundreds of new articles already in the works at its headquarters in Ennepetel, Germany; including those for the latest 48v systems fitted to mild-hybrid vehicles.
What’s more, febi also offer an extensive collection of belts, overrun pulleys, auxiliary belt pulleys, and tensioners to complement its
starter motor and alternator range, enabling workshops to carry out total repairs with ease.
As with all 70,000+ replacement parts in its ever-expanding catalogue, all febi Starter Motors and Alternators are manufactured to the very strictest standards in OE-matching quality for the ease of fitment, durability, and reliability that workshops, retailers, and of course, drivers themselves, rely on - day in and day out, mile after mile.
With 180 years of manufacturing competence behind it, febi knows what it takes to deliver replacement parts that consistently meet the very highest design, testing, and production criteria for professional and costeffective vehicle repairs.
To underline this, all products in febi’s catalogue, including everything in its rapidly growing rotating electrics range, are backed up by a three-year manufacturer guarantee.
All starter motors and alternators that febi supply are completely new throughout, with no old core surcharge or use of remanufactured parts. This not only improves product quality in-line with its promise to only offer the best, OE-matching components possible, it also eliminates the environmental impact associated with the logistics of returning the original unit; as well as the need for the workshop to wait for reimbursement after doing so.
Carwood provides its top tips for troublesome turbos.
If your customer’s turbo is leaking oil, then your first thought might be that the seals are damaged, and the turbo is at fault. That’s where you’d start if an engine was leaking – it would also be a relatively straightforward job to diagnose and rectify. In contrast, most turbo oil leaks are a symptom of another problem, making them trickier to diagnose, and because the seal cannot be replaced, more challenging to fix. However, by gaining a good understanding of the common causes, and what to look out for, from the turbo experts at Carwood, you’ll be able to quickly pinpoint and address root causes. As well as
saving you and your customers time and money, it will help ensure a best-practice, and long-lasting vehicle repair.
Unlike engine crankshaft and other rotating shafts, turbochargers are fitted with a dynamic, differential pressure sealing system, to keep the oil where it should belubricating and cooling the components. So anything which interferes with this finely balanced pressure, for example, a restriction in the air and/or oil drain systems, can cause oil - the lifeblood of any turbo - to leak from the end housings. This can cause
major and costly damage to the bearing systems, within seconds of the turbo starting up.
What causes turbo oil leaks?
Oil leaks can be caused by a variety of issues, primarily due to pressure differences. These include:
n A poorly routed, damaged or blocked oil return pipe can restrict flow, causing pressure to build and leaks at either end
n Too much oil in the engine can cause similar issues to above
n High back pressure, from a blocked DPF for example, can hasten wear to piston ring seals, making them more prone to leaks
n Contaminants in the oil also causing wear to the piston ring seals
n Repeated hot engine shutdowns causing ‘heat soak’ in the centre housing and wear to key components including seals
n Restrictions on the air intake side, such as a blocked filter, can create a vacuum, pulling oil past the seal on the compressor end
n Engine idling for a long period can also create a vacuum, allowing oil to leak into the turbine housing
n Blocked or faulty exhaust system components can create high back pressure, pushing oil past the seals on the compressor side
n Blocked crank case ventilation, or too much blow-by, causing a build-up of surplus gas and leaks from both ends
What are the signs of an oil leak?
With the potential for oil leaks to cause significant damage, it’s important to keep an eye out for some tell-tale signs:
n Oil warning light illuminated
n Blue/grey exhaust smoke when the leaked oil is burned off
n Power loss
n Oil leakage from the turbine or compressor housing or both
n Build-up of oil in the intake system and charge air cooler
n Uncontrolled overspeeds when any oil that collects in the charge air cooler is blown into the engine and combusted coking on
the turbine housing outlet, bearing housing turbine side face and bore, VVT assembly, wastegate throat and flap
n Worn or damaged shaft piston ring seals
n Clogged oil flinger grooves at turbine and compressor sides
n Worn seal plate bore at the compressor side
n Turbine wheel blades coated in thick black oil
n Oil on compressor blades
n Turbine exhaust outlet wet with sticky black oil
By adopting a methodical approach to your work, the risk of turbo failure due to oil leaks can be minimised:
n Fit new OE-quality oil return lines when replacing or refitting a turbo – ensure the line is correctly routed, on a downhill path with no kinks/bends or other obstructions, torque tightened to VM settings and heat shields installed
n Check that the entire air intake system
including the air filter, air intake pipe or hose and intercooler is clean and not obstructed – replace as needed
n Fit new OE-specification air and oil filters
n Replace the charge air cooler, as needed
n Check the crankcase ventilation and replace if necessary, perform a compression test on the engine to check for excessive crank case pressure
n Inspect the exhaust system for any leaks and blockages to the DPF, catalytic converter etc – clean and replace, where relevant
n Use the correct grade oil and fill to the optimum level
n Never use silicone on oil gaskets – it can easily become detached and block oil passages
n Only ever use new OE-quality gaskets, seals and fitting kits
n Allow the engine to cool for a couple of minutes, before switching off, after a hard drive
How to resolve oil leaks?
If an oil leak is suspected, follow these steps to resolve:
n Remove oil lines, oilways, galleries and related systems post turbo and replace as required
n Check the intercooler, and pipes to and from it, and clean and replace if needed
n Check the engine’s breather system for blockages or restrictions and replace as necessary
If the vehicle has been idled excessively after fitment, check the oil levels and take the vehicle for a test run under load – if the vehicle continues to smoke, or the level of smoke increases, further investigation will be required Whilst this may add additional expense to your customer’s bill, it is far more cost and time-effective than having to fit another turbo, and potentially an engine, when they return with the same issue soon after. So, remember to always diagnose and fix what caused the original unit to fail, before fitting a new turbo.
Pressure from consumer groups has prompted the Department for Transport to commission a study into headlight glare. Some, including the RAC have pointed the finger at LED lighting. However, ADAS expert Neil Hilton of Core Diagnostics believes that a wider range of potential causes should be under the spotlight.
We’ve all experienced the momentary blinding effect of a bright headlight beam from an oncoming vehicle. Consumer groups have long campaigned for action to be taken on this important issue and an RAC survey of more than 2,000 motorists found that the majority are regularly getting dazzled, with one in ten saying that they now avoid driving at night for this reason.
Of those affected, a staggering 85 per cent said that headlight glare is a problem that’s getting worse and almost nine out of ten dazzled drivers who participated in the RAC survey think that some lights just
appear much brighter. This has led many to conclude that the benefits of the relatively recent move to LED technology may be outweighed by the potential risks to road safety. There is growing speculation that the study recently commissioned by the Department of Transport may lead to an introduction of limits on the power output of LED lighting, or even legislation that forces vehicle manufacturers to revert back to halogen headlights.
The RAC’s report also raised questions over headlight alignment. Neil Hilton, technical sales director for Core Diagnostics, believes that this is where more
attention needs to be focused, whilst highlighting a number of issues within the service and repair sector that may be contributing to the problem.
Having spent a significant part of his career at a major OE lighting manufacturer prior to joining remote diagnostics provider Core Diagnostics, Neil knows more than most when it comes to vehicle lighting.
“The dangers of headlight glare should not be underestimated and the Government’s commitment to tackling this safety-critical issue is very welcome news” says Neil.
“LED technology and the ‘intelligent’ vehicle lighting systems that most modern
passenger cars are equipped with offer enormous benefits over the headlights that vehicles had ten to fifteen years ago.
Compared to halogen lighting, the low power consumption of LEDs has enabled vehicle manufacturers to use smaller batteries and thinner gauge cabling, both of which reduce vehicle weight, which improves fuel economy and therefore lowers emissions.
The colour temperature of LED lighting is much closer to daylight than halogen bulbs too. This reduces fatigue when driving in the dark, and dynamic lighting systems also further improve visibility when cornering.
Many newer vehicles are also now equipped with Auto High Beam Assist or LED Matrix systems, which use a windscreen mounted camera to detect oncoming traffic and will automatically switch from high beam to dipped beam. In the case of LED Matrix lighting, when the camera detects an oncoming vehicle the beam pattern is reconfigured by switching individual LEDs on or off, so that the road either side of the oncoming vehicle is illuminated without the driver of the oncoming vehicle being dazzled.”
However, Neil believes that while these sophisticated systems are to be welcomed, the technology has evolved at a pace that the service and repair sector has struggled to match.
“The number of vehicles equipped with advanced LED lighting systems has been growing in recent years and accurate alignment of these headlights is a much more complex task than it used to be. This could explain why a growing number of vehicles on UK roads may have mis-aligned or uncalibrated headlights” says Neil.
“What’s more, SUVs are now the most popular style of passenger car and they typically have their headlights mounted higher than saloons or estate cars. Combined with the fact that LED lights have a wider beam pattern than halogen, this higher mounting position means that if the angle or beam of the headlight unit is out even by a relatively small amount it can easily be enough to dazzle oncoming traffic.
For these reasons, correct headlight alignment and calibration may be more important than ever but, in Neil’s view, this
is something that there is little awareness of within our industry, with many technicians failing to appreciate the importance of correct headlight alignment, while others simply lack the necessary equipment.
“Many beam setters are not equipped with an inclinometer or standard target scale, which is essential to ensure the headlight beam can be accurately aligned to the vehicle manufacturer’s specifications. What’s more, whilst stricter guidelines were introduced for MOT testing stations in 2016 to tighten the band of tolerance for headlight alignment, there’s no requirement for a revised beam setter to perform an MOT test so the current standards allow too much scope for error for today’s vehicles.
The cost and availability of OE diagnostic tools can also be an issue. With many vehicle brands, replacing and aligning lighting units is only possible with the OE tool, as thirdparty tools typically can’t be used to programme the basic settings for lighting control units. For example, a number of Mercedes-Benz models have an ECU for each headlight unit and when new headlights are fitted, they can only be coded to the vehicle using an OE diagnostic tool before alignment and calibration can be performed.
Correct alignment of dynamic or Matrix lighting is impossible without the OE diagnostic tool. If manual adjustments are made to the angle or position of the headlight unit, the lights will automatically reset to their original position when the vehicle ignition is switched off and back on.
Changing the basic setting reference point requires the lighting ECU to be put into Service mode so that a new position can be set and stored in its electronic memory.
Features like Auto High Beam Assist or Adaptive Dynamic Lighting additionally use the camera mounted in the vehicle’s windscreen to detect oncoming vehicles. If it’s not accurately calibrated, the switch from high beam to dipped beam – or reconfiguration of the beam pattern in the case of Matrix systems – will be delayed, causing oncoming drivers to be dazzled momentarily.
Most workshops and technicians are aware that the windscreen mounted cameras require precise calibration to ensure the correct operation of lane
departure systems, but few are aware that this same component has a key role in ensuring that headlights operate correctly and won’t dazzle other drivers.
When multiple systems rely on the windscreen mounted camera, it’s even more critical that it is calibrated accurately to the thrust line of the vehicle, as any additional tolerance introduced at this stage could have a profound effect on the accuracy of the headlamp beam control.
With our remote diagnostic service, workshops no longer need OE diagnostic tools for programming basic settings, headlight alignment or camera calibration” says Neil.
“At Core Diagnostics we always have the latest OE diagnostic tools in-house and our IMI-accredited remote
technicians can carry out remote ADAS calibrations for the majority of brands, so workshops and body shops who use our remote diagnostic service can avoid the need for costly OE equipment.”
Awareness is the first step to overcoming these issues, explains Neil: “A greater awareness in our industry of the importance of correct headlight alignment and a greater commitment to carrying out this vital procedure could help to vastly reduce instances of headlight glare, without having to impose restrictions on vehicle manufacturers in relation to light output or colour temperature.”
Neil, who was part of the Thatcham Research steering group that introduced the Insurance Industry Requirements for the Safe Repair of ADAS-equipped Vehicles (IIR)
FOR MORE INFORMATION ON CORE DIAGNOSTICS simply scan the QR code
Or to contact the team, use the details provided 0151 559 3940 sales@corediagnostics.co.uk
An issue on a 2019 MY Peugeot 3008 1.2i has been solved, thanks to the ALLDATA Info Centre Service.
ALLDATA Europe is a leading provider of original vehicle manufacturer, repair maintenance and diagnostic data. It is the company behind ALLDATA Repair, a single, easy-to-navigate information portal that allows independent workshops and bodyshop professionals to gain instant access to genuine repair and maintenance instructions from 41 VMs.
ALLDATA Repair comprises of more than 90 million articles, 8.5 million technical drawings and wiring diagrams with electrical connector views – that’s procedures for 144,000 year, make, model
and engine combinations. It is the equivalent of 96 per cent of vehicles on the road today.
A motorist noticed an engine management light illuminated on the dash of their 2019 MY Peugeot 3008 1.2i, but the car was behaving normally. In the interest of safety, though, the driver booked it into their local independent workshop so a technician could inspect the vehicle.
There, a professional connected the car to a diagnostic tool, which presented with trouble code P0137 downstream oxygen
introduced in 2021, believes that similar guidance may be required for headlight adjustment and calibration.
“The IIR guidelines helped to foster a greater awareness of the importance of ADAS calibration. Headlights are just as essential for road safety and even though new rules come in to force in 2027 requiring all new cars to have mandatory automatic headlight levelling based on the weight being carried, this will not address the issue of mis-aligned headlights or windscreen cameras being out of calibration, so I think there’s a good argument for the introduction of appropriate guidelines for headlight alignment and calibration.”
sensor. The sensor was replaced, wiring checked, but the issue remained.
The ALLDATA Repair Info Centre Service team presented the answer, who had observed this issue before. The wiring wasn’t the problem; the issue was the ECU software.
To clear the engine management light, technicians must confirm, via the vehicle’s VIN number, that a correct oxygen sensor has been fitted and apply the modified software from the manufacturer – problem solved!
Autodata hears from one garage who are sure they’re hearing things… but what?
problem
“A customer of ours has a 2016 Toyota CHR 1.2 petrol and they are complaining of an abnormal noise in the bulkhead area when driving the vehicle. We have heard the noise on road test but we are having difficulty finding the source of the noise in
the workshop. Do you have any ideas what could be causing this noise?”
What does Autodata recommend?
Yes, we have heard of this fault and it affects all C-HR models with 8NR-FTS engine code up to 01/18. The cause of the noise is the turbocharger wastegate regulating valve vibrating due to vacuum pressure fluctuations. To rectify this fault, fit a modified turbocharger wastegate regulating valve vacuum pipe. The modified vacuum pipe requires an additional retaining clip to hold it securely in place. Carry out road test to confirm the noise has been eliminated.
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One challenge stood out above all others when I first started working on EVs: parts availability. Back in 2018, sourcing the parts needed to service and repair EVs was insanely difficult. It was a problem that wasn’t going away on its own. I felt compelled to establish our own parts department. This not only ensured we could meet our own needs but also allowed us to supply other workshops across the UK.
Fast forward to 2025, and the EV market has grown dramatically. There are now 1.3 million fully electric cars on UK roads, alongside an additional two million plug-in hybrids. Despite this remarkable growth, sourcing EV parts remains a significant challenge for many independent garages. Given the size of the market, it’s clear there’s still work to be done.
That’s why I’m excited about our new partnership with a large national parts supplier. Together, we’re working to
ensure every garage, regardless of size, has access to the parts they need to service and repair EVs.
Of course, having the right parts is only part of the solution.
Over the years, I’ve noticed a worrying trend: many ‘qualified’ EV technicians still struggle with basic diagnostic procedures that should be second nature at IMI Level 3 or 4. Too often, EV courses focus on passing exams rather than equipping technicians with the practical skills they need to handle real-world challenges confidently.
The industry needs more than just qualifications; it needs real-world training that instils the skills and confidence required to tackle the complexities of EVs – and ICE
for that matter. At Cleevely Group’s recently IMI-approved training centre, that’s exactly what we aim to deliver.
For those already holding IMI Level 2, 3, or 4 qualifications, our At Ease with EV training course has become a firm favourite. We cover high-voltage battery testing, interlocks, charging issues, EV servicing, common problems, and dive into Tesla’s service mode.
As EV warranties end and they come into the aftermarket, the demand for skilled technicians and reliable parts will increase. For those willing to embrace the opportunities, the future is bright – despite what the naysayers and negative headlines might suggest.
FOR MORE INFORMATION ON MATT CLEEVELY simply scan the QR code
26 Tackle brake judder this winter, with help from febi
29 Delphi guides you through the upcoming Euro 7 regulations and their impact on brakes
30 Carbon Ceramic Material discs are coming to workshops thanks to Brembo
31 Learn what Aisin was to offer UK workshops
32 Not all brake replacement jobs are as easy as others. Motaquip explores a topic full of friction…
35 How do ride height sensors affect the entire suspension system? Arnott Europe has the answer
36 Steering wheels are changing. Bosch is here to steer you through
38 Polybush spills the beans on the secret to its plastic bush success
41 KYB gives its top tips to suspension maintenance
42 Can you get quality parts that don’t break the bank? Meyle discusses
44 JHM Butt’s guide to MOT equipment maintenance
46 Installing an MOT isn’t easy. Straightset is here to help
48 The IGA has written to the transport secretary to argue for raising the MOT fee cap
In March we’ve got Tools & Garage Equipment, Remanufacturing and The Modern Workshop!
If you have a customer coming in complaining about brake judder, make sure you fully understand what’s going on between the disc and the pad.
When fitting new brake discs and pads, careful preparation is vital to avoid brake judder.
This is because, in many cases, no symptoms of brake judder will be apparent following the fitment of new discs. However, after a few thousand miles, vibration through the brake pedal and steering wheel can be felt. This vibration is often caused by disc thickness variation (DTV).
It is important to thoroughly prepare all mating surfaces and remove any corrosion from the wheel hub to ensure it is clean and free from defects. Then, using a suitable solvent such as brake cleaner, remove any traces of the anti-corrosion preservative from the new brake disc faces before fitting.
Following the installation of the new parts, the importance of checking disc ‘runout’ after assembly cannot be emphasised
enough. Excessive ‘run-out’ can lead to increased pedal travel caused by the caliper piston being pushed back by the brake disc; this can also result in vibration under braking.
The mating surfaces of the brake disc or wheel hub can be the main cause of this excessive ‘run-out’. If the mating surface is worn or not completely clean (Fig.1) – or example a small particle of grit or rust measuring just 0.05mm on the hub – the result could be a ‘run-out’ figure of over 0.10mm when measured at the contact surface of the brake disc. (Fig.2)
Brake disc ‘run-out’ must be checked with a dial gauge (Fig.2) with the brake disc
secured to the hub, taking note of the point of maximum variation. The utmost recommended ‘run-out’ is 0.10mm –however, this number may be lower subject to the vehicle manufacturer’s specification. If the ‘run-out’ figure is indeed excessive it may be possible, depending on vehicle application, to fit the disc in an alternative radial position on the wheel hub - i.e. turned through 90° and then re-assembled.
D.T.V. is usually created by the disc running out of true and making partial contact with the brake pads when the brakes are not being applied. At these localised points of contact the disc is worn at a greater rate than normal and as such variation in the thickness of the disc occurs. When this happens, the vibration under braking will become apparent.
D.T.V. of the brake disc can also be measured separately using a micrometer; the measurements should be taken at points A, B, and C (Fig.3) at various positions around the disc. Variation in thickness of as little as 0.025mm can cause vibration and judder when under braking, and with some vehicles, this figure can be even lower.
Before installing new brake pads and discs it is important to check the caliper and carrier for wear and damage.
Remove all surface rust from the brake pad mounting area.
n Check operation of parking brake mechanism.
n Check the condition and operation of the caliper sliding points.
n Depending on the brake design, be sure to also clean the caliper bracket guide surfaces.
n Check the brake caliper, bracket, fixings, guide plates and other small system parts for rust and damage and replace if necessary.
Use a high-temperature-resistant and metal-free grease such as ceramic paste to lubricate the mounting surfaces, along with the guide and contact surfaces on the caliper bracket and brake pad. (Fig.4)
When refitting the wheel after all the brake parts have been assembled, inspect
the mating surface for corrosion and defects, and clean as necessary. Tighten the wheel fixings to the vehicle manufacturer’s settings; being careful not to overtighten these fixings as this can result in damaging the wheel hub which, in turn, can also lead to brake judder.
Avoid excessive or high-speed braking until the brake pads and disc are bedded in – a mileage of 150-200 miles (250-300 km) is recommended. Excessive harsh braking during this period can cause heat spots with a consequent reduction in braking efficiency. Remember that brake discs and pads are safety critical components and regular inspection is essential for the safety of the vehicle owner and other road users.
Carl Lester, braking global product line manager at Delphi, explains what the upcoming Euro 7 regulations mean for them and for you.
Delphi’s product development strategy is guided by three main drivers: Original Equipment advancements, regulatory demands, and customer needs. Market trends are shaped by these forces. Our role is to adapt and integrate these elements into aftermarket solutions that set new standards.
The upcoming Euro 7 regulations, which will measure and limit brake particle emissions, exemplify the evolving challenges. Euro 7 pushes us to not only meet but exceed these standards, driving cleaner and more efficient braking technologies.
Delphi actively engages with customers to gather feedback, ensuring that its products address real-world needs and expectations. This ongoing dialogue enables the company to remain agile and proactive in a competitive market.
Delphi maintains its reputation for quality by rigorously testing its aftermarket products to meet or surpass OE standards. This involves extensive in-house and third-party testing, from dynamometers to real-world vehicle trials.
Third-party validation is critical for ensuring fairness and accuracy. If an area for improvement is identified, we act swiftly to implement necessary changes, maintaining our commitment to excellence.
In the fast-paced world of vehicle technology, timing is everything. Wear begins as soon as a new vehicle hits the road, making the quick availability of high-quality replacement parts for workshops essential.
Speed to market is vital. In 2024 alone, Delphi introduced nearly 50 first-to-market braking products within six months. This efficiency reflects our team’s dynamic approach to development and certification.
One recent advancement is its approach to noise reduction, a growing concern with the rise of quieter electric vehicles. Noise is now the leading cause of brake product returns. To address this, we’ve updated our Global Technical Regulation to include
high-quality shims on all brake pads, even if the OE doesn’t specify them. This enhances performance and customer satisfaction.
With Euro 7 on the horizon, Delphi has already taken steps to address the new emission standards. The company has conducted extensive third-party real-world testing to evaluate its current brake products and identify areas for improvement.
Euro 7 is a game-changer. Adapting to these changes ensures we remain at the forefront of the industry, delivering innovative and compliant solutions.
Delphi has a wealth of informative resources for technicians keen to stay up-todate on the very latest vehicle technologies. Technicians wishing to find out more about the basics, including further details on regenerative braking systems, can visit Delphi’s Masters of Motion hub by scanning the QR code below.
A new braking material is coming to the aftermarket, courtesy of Brembo…
Last year’s Automechanika in Frankfurt saw a range of product launches, a few of which we have been highlighting in the magazine in the succeeding months. One particularly interesting launch was less of a launch and more of a sideways introduction: Brembo announced that it was introducing its Carbon Ceramic Material brake discs and pads into the aftermarket. The products have been present in the market as original equipment items since the beginning of 2000, but the exclusive discs and related pads are now available in the aftermarket.
The main advantage of CCM is a 50 per cent weight reduction compared to cast iron discs. This reduces the car’s unsprung weight, which in turn contributes significantly to the vehicle’s handling on the road.
The second important advantage of Carbon Ceramic Material produced by Brembo is that, under all conditions, it guarantees a high friction coefficient, which remains stable during braking at all speeds and in all weather conditions. This allows
“The surface of Brembo Carbon Ceramic Material discs never corrodes, even in contact with water or the salt solutions deposited on some road sections during the winter season.”
the driver to optimise the pressure applied to the pedal and results in increased driving confidence.
The thermal deltas to which the disc is subjected during sustained and prolonged deceleration do not affect the friction coefficient of the ceramic composite material, which remains virtually constant and is difficult to achieve with conventional cast iron elements.
Besides, at high temperatures, the reduced deformation of Brembo CCM units guarantees perfectly planar coupling with the brake pads, specially designed for this type of application and available soon. This important quality is not found with cast iron discs, which tend to deform when repeatedly subjected to high thermal stresses.
Furthermore, the surface of Brembo CCM discs never corrodes, even in contact with water or the salt solutions deposited on some road sections during the winter season. This feature means that the wear resistance of Brembo CCM guarantees an approximate disc life of 150,000 km for road use and
for extreme track use (e.g. Ferrari Challenge).
Compared to a cast iron disc, a Brembo CCM disc heats up rapidly during braking, but it cools equally rapidly afterwards. This characteristic allows repeated cycles at high braking power without significantly affecting the friction.
Brembo launched the CCM project in 1998 and after four years of research and testing the CCM discs were used for the first road application on the Ferrari Enzo. Brembo’s experience in developing CCR carbon discs for Formula One has been used to develop specific production technology for Carbon Ceramic Material brake discs.
Japanese parts firm Aisin has a strong portfolio of braking and clutch solutions for the independent aftermarket.
Atrusted name in original equipment manufacturing, Aisin also brings its expertise to the independent aftermarket with a range of brakes and clutches that they claim deliver superior performance. Quality, reliability and ease of installation are three must-haves for garage owners sourcing replacement components and by utilising its OE experience in the independent aftermarket, Aisin aims to fulfil these requirements.
So who are Aisin? Aisin is part of the Toyota Group, which in itself is a testament to its commitment to high manufacturing standards. Every brake and clutch component is developed using advanced technology, with strict adherence to original equipment standards. This ensures a "like-for-like" fit, simplifying replacements and reducing downtime for garages.
Key products in Aisin’s European portfolio include:
Brake System:
n Brake Pads: Made with advanced carbonceramic materials for consistent performance, reduced noise, and extended rotor life.
n Brake Calipers: Precision-engineered to ensure smooth operation and high durability.
n Brake Master Cylinders: Featuring ultra-smooth cylinder bores for longlasting reliability and compatibility with modern braking systems.
n Brake Boosters and Wheel Cylinders: Designed for enhanced brake efficiency and control.
Clutch System:
n Clutch Kits (Standard, CSC, and Super Kits): Offering comprehensive solutions with components that work seamlessly together.
n Clutch Cover and Disc Assemblies: Engineered for precise engagement and high torque transmission.
n Flywheel Dampers: Reducing vibration for smoother vehicle operation.
What sets AISIN apart in the competitive aftermarket landscape?
1.OE expertise: Unlike many aftermarket brands, Aisin’s products are developed with insights from its role as a global supplier to leading car manufacturers.
2.Extensive product range: Covering both European and Asian vehicles, Aisin offers solutions for passenger cars, light commercial vehicles, and even medium-duty trucks.
3.Durability and longevity: By using premium materials and advanced manufacturing techniques, Aisin components reduce the need for frequent replacements, saving costs for vehicle owners and enhancing customer satisfaction.
4.Environmentally conscious manufacturing: Aisin uses non-steel organic formulas in its brake pads, contributing to reduced environmental impact while maintaining excellent stopping power.
For independent garages, Aisin’s comprehensive kits simplify repairs. Each clutch kit includes all necessary components, eliminating the guesswork of part compatibility. The clutch kits and super kits cater to varying levels of repair needs, from basic replacements to full overhauls. The brand’s brake system components, such as the carbon-ceramic brake pads, enhance workshop efficiency. The reduced vibration and quiet operation minimise customer complaints post-repair, ensuring repeat business.
For independent technicians, replacing brake discs and pads is a routine but important task. However, Motaquip believes there are scenarios that can test even the most experienced professionals.
Rusted components, warped hubs, compatibility and strange vibrations are just some of the symptoms and challenges technicians can face on the workshop floor – here are eight identified problems and their solutions:
What is a turbo oil leak?
1.Rust and corrosion…
Problem: Rust can build up on brake discs, often because of moisture or road salt, which can make removing the discs from the hub difficult.
Solution: Apply penetrating oil, use a rubber mallet or a specialised puller. In severe cases, carefully apply heat to loosen the disc. Future issues can be prevented by fitting Motaquip coated discs, which feature an anti-corrosion coating that prevents rust and makes the replacement process simpler.
2.Seized or stuck fasteners…
Problem: Bolts or screws may seize due to rust or overtightening.
Solution: Use penetrating oil, an impact driver or heat to free the fasteners. As a last resort, try drilling them out.
3.Damaged or warped hubs…
Problem: If a hub is dirty or uneven, this can result in improper disc seating, causing wobble or vibration during braking.
Solution: Clean the hub with a wire brush or abrasive paper. Check for runout using a dial gauge. For severely damaged hubs, replace them with a Motaquip hub assembly, which comes as a complete kit for a simple fit.
4.Incorrect installation…
Problem: Misalignment or failure to torque bolts properly can lead to uneven braking or damage.
Solution: Follow the manufacturer’s installation procedures and always use a torque wrench.
5.Brake pad issues…
Problem: Combining old or incompatible brake pads with new discs can cause uneven wear or poor performance. Solution: Always install new brake pads when replacing discs and fit them using axle sets. Motaquip’s R-90 approved brake pads complement its coated discs for outstanding stopping power.
6.Runout and vibrations…
customers on the proper bedding-in techniques – in short, observing gradual, progressive braking within the first 200 miles post-installation Furthermore, choosing Motaquip brake pads, featuring a resin-based layer that strengthens braking performance during the bedding-in period, will improve braking efficiency from point of fitment.
Problem: Excessive runout, when new discs are installed, can cause brake judder. Solution: Measure for runout and replace any components causing misalignment.
7.Underlying issues…
Problem: Hidden problems, such as wheel bearing failure or improper alignment, can lead to repeated failures.
Solution: Inspect the entire brake and wheel assembly system to ensure bearings, alignment and hydraulics are in good condition.
8.Post-installation issues…
Problem: Motorists may hear noise, feel vibration or experience reduced efficiency if the bedding-in process isn’t followed correctly.
Solution: Communicate clearly with
Motaquip’s braking DNA explained
Motaquip’s braking range complements the OE, featuring exclusive friction materials and durable components crafted from premium raw materials, produced in internationally renowned manufacturing facilities. Its brake pads, for example, incorporate Noise Control Technology and exceed aftermarket standards, undergoing rigorous testing beyond R90 regulations to ensure exceptional stopping power.
Motaquip’s coated discs, meanwhile, are finished with a specialised coating, enhancing aesthetics, corrosion resistance and helping a fast, simple fit. Its calipers are exclusively new units made from robust cast iron or lightweight aluminium, delivering reliable braking performance and impeccable fitment for the installer.
Suspension specialist Arnott investigates the role of ride height sensors in a vehicle’s suspension system.
The main purpose of the ride height sensors for the air suspension system is to provide the electronic control unit with information on the height position of the vehicle body. Besides supporting the air suspension system for automatic level control, ride height sensors are also used as input for the automatic headlight leveling system.
The ride height sensor body itself is attached to the chassis, the rod is linked to the wishbone or control arm. When the car is driving, or for instance when heavy cargo is added, the moving suspension results in a rotational movement of the rod.
“A sign of a malfunctioning ride height sensor can be the lack of level compensation after loading the vehicle.”
Ride height sensors are so-called angle sensors meaning that when the sensor rod moves, an output signal (voltage) is generated that is proportional to its rotation angle. This signal is then transmitted to the ECU for further processing. A possible outcome is that the air suspension compressor is activated, and additional pressure is supplied (through the valve block) to the appropriate air spring(s).
Most ride height sensors are contactfree, meaning there is no friction ensuring a wear-free operation. However, as they are mounted
outside of the vehicle, they are subject to climate and weather conditions. Over time, moisture could affect/harm the electronics and debris like stones from the road can damage the unit as well.
Prior to disassembling air suspension shocks or struts, the ride height sensor must be detached from the axle mounting. The rotation angle of the sensor is limited and does not allow large movements. Therefore, neglecting to do so can result in a broken sensor rod since it will simply break-off.
A sign of a malfunctioning ride height sensor can be the lack of level compensation after loading the vehicle. Nevertheless, be aware that such symptoms can also be caused by a less (or non-) functioning compressor or a non-calibrated sensor. Therefore, proper diagnosis is key.
Replacing a ride height sensor is a relatively easy job. The one thing to keep in mind is that after replacement, most of them need calibration. Use a diagnostic tool for this to ensure correct functioning after installation.
Will we soon have to say goodbye to the trusty steering wheel?
As automation continues to focus the attention of vehicle manufacturers’ research departments, Bosch provides garage owners with a beginner’s guide to the technology allowing the radical re-invention of the (steering) wheel…
Petrol, diesel, hybrid, electric or gas powertrains – in order to meet as many customer demands as possible, most vehicle manufacturers launch their vehicles with a wide range of different powertrains. This large variety of drive concepts requires different versions of numerous vehicle components. This is where electric power steering plays to its strengths. In general, the system is powered by the on-board power supply. EPS systems can thus be used to equip vehicles featuring different powertrains and drive concepts. Additional advantages of EPS compared to hydraulic power steering systems are a reduction of both fuel consumption and CO₂ emissions, the possible integration into driver assistance systems – up to automated driving – as well as the possibility to select different steering modes. For these reasons, most of the
recently registered cars are equipped with this system. Modern EPS systems even allow for connectivity via over-the-air technology. By now, Bosch EPS versions steer all types of vehicles reaching from compact to middleclass cars, sports cars and through to light commercial vehicles.
Key role in automated driving
Level 0 – The driver is driving the vehicle, with only safety features such as automatic emergency braking, blind spot warning and lane departure warning active.
Level 1 – The driver is driving the vehicle, with features providing steering or brake/acceleration support such as lane centering or adaptive cruise control.
Level 2 – The driver is driving the vehicle, with recourse to both sets of features from Level 1
Level 3 – The driver is no longer driving the vehicle, unless requested by the car. The relevant features can drive the car under limited conditions and will not operate unless those conditions are met.
Level 4 – The driver is no longer driving the vehicle and will not be required to take over. Like Level 3, however, the features require certain conditions and will not drive unless those conditions are met. Pedals and the steering wheel may or may not be installed.
Level 5 – The driver is no longer driving the vehicle, will not be required to and the vehicle will be able to drive in all conditions.
EPS systems are a key technology for assisted and automated driving. They control and assist vehicle steering systems by means of an electromotor combined with a control unit for optimum steering behaviour and a great feeling when steering. By now, the electronic interface already allows Bosch electric steering systems to be used for automated driving concepts up to SAE level 4. Besides sophisticated software and connectivity of different vehicle components such as powertrain, braking and steering systems, the redundancy of safety-relevant features is a prerequisite for high levels of automation. Systems are known as redundant, if they are doubled for safety reasons.
As all other electric steering systems, EPS systems with fail-operational functions are equipped with a torque sensor detecting the steering signal and sending it to the control unit calculating the optimum steering support. The required steering force is provided by the electromotor. This doesn’t just make driving much more comfortable. At this fail-
operational version, power supply, electronic circuits, the control unit and the dividing machines within the servo unit are doubled. If one of the components fails, the other one continues operating the respective function. Even in case of a defect, at least 50 percent of the steering support remain. Besides steering systems, fail-safe Bosch systems are also used for braking systems, environment sensors, control units and the on-board power supply.
As automated driving functions become increasingly common, the demands placed on automotive technologies increase as well. Vehicle weight is meant to reduce whereas safety and comfort must increase – and so do personalisation and customisation possibilities. So-called steer-by-wire systems help starting into a new era of automotive technologies. As these systems are designed for both manual and automated driving, the steering wheel is not
mechanically linked to the steered wheels. The elimination of the mechanical connection between the steering wheel actuator and the steering rack actuator provides additional options concerning the interior vehicle cabin design and the realisation of previously impossible functions. In future, the steering wheel could, for instance, be positioned individually for the driver during automated driving, or – in the case of highly automated vehicles – could be temporarily stowed away completely. Several vehicle manufacturers have already announced the market launch of such systems. The first vehicles equipped with
steer-by-wire solutions will be launched throughout the upcoming years. This will gradually also create the corresponding demands on the aftermarket. Bosch thus also pays attention to ensuring a reliable supply of high-quality spare parts for workshops –right from the development stage.
When it comes to vehicle suspension, the smallest components often have the biggest impact. Suspension bushes, although relatively simple parts, play a crucial role in maintaining the ride comfort, handling, and overall safety of a vehicle. For years, mechanics have wrestled with the limitations of traditional rubber bushes— leading to frustrated customers and repeat repairs.
Polyurethane suspension bushes, like those produced by Polybush, represent a smarter, longer-lasting solution. In this article, we’ll explore why traditional rubber bushes fail, why polyurethane outperforms them and how Polybush bushes save mechanics time and effort in the workshop.
Rubber has been the go-to material for suspension bushes since the earliest days of the automobile. Its initial flexibility allows it to dampen vibrations and noise effectively, but it comes with a significant drawback: Rubber degrades over time (which can be as short as six months)
Several factors contribute to this failure:
1.Environmental damage: Rubber bushes are highly vulnerable to exposure to oil, fuel, road grime, salt, and extreme temperatures. These elements cause the rubber to dry out, crack, or swell, leading to premature wear.
2.Compression set: Rubber bushes soften and deform with repeated compression,
How can such a small part play such a big role in a vehicle’s handling? Well, Polybush explains.
which occurs every time the vehicle is driven. This results in excess movement, leading to uneven tyre wear, vague steering, and a less responsive driving experience.
3.Short lifespan: On modern and performance vehicles, rubber bushes often need replacing after as little as a few thousand miles. For mechanics, this means frequent customer returns for bush replacements – often resulting in frustration and complaints.
Polyurethane, the material Polybush uses, addresses all the shortcomings of rubber and provides several unique advantages:
1.Superior Durability: Polyurethane is immune to oil, grease, UV, and weather conditions and is far more resistant to deflection than rubber. Polybush bushes have been proven to last over 10 times longer than traditional rubber bushes, with some lasting hundreds of thousands of miles.
2.Better handling performance: Unlike rubber, polyurethane doesn’t suffer from significant compression set or deformation. This stability ensures consistent handling, improved steering
response, and reduced tyre wear—factors that are especially crucial for performance vehicles and workhorses like vans and 4x4s.
3.Retains comfort: For classic cars and Land Rovers, we offer a choice of bush hardness to suit different needs, from comfort to performance. On modern vehicles, we engineer bushes to exceed factory specifications, providing durability and a slightly sportier ride while maintaining compatibility with the vehicle's suspension system.
4.Reduced maintenance: While rubber bushes crack or disintegrate within a few years, Polybush products continue to perform for decades, reducing the need for replacements and callbacks.
One of the standout features of Polybush bushes is how much easier they are to fit compared to other aftermarket options. For mechanics, this means saving valuable time and avoiding headaches.
1.No special tools required: Polybush bushes are designed to be installed with basic workshop tools, unlike other products that require hydraulic presses or specialised equipment. This is particularly beneficial for mobile mechanics or smaller workshops.
2.Split design for easy fitting: Many Polybush bushes are designed as twopiece units, which makes installation far quicker than trying to wrestle a single, solid bush into place.
3.Pre-lubricated design: Polybush bushes
come with a specially formulated polyurethane which is slightly oily, this ensures smooth installation and prevents squeaking once installed.
4.Direct replacement fit: Polybush bushes are precision-engineered to fit into existing mounts without modifications. Whether working on a classic restoration or a modern performance car, you can trust that the bushes will fit perfectly every time.
always satisfying to fit a product that delivers real value and eliminates repeat repairs.
Mechanics are often sceptical of new materials or designs, but Polybush products have a long track record of success in the real world:
•Classic cars: Owners of classics like the MG BGT or Triumph TR6 trust Polybush to provide a lasting solution for worn-out suspension components, with options tailored for comfort or performance.
•Performance cars: For models like the Audi TT MK1 Quattro or MX-5 ND, Polybush products enhance handling while retaining drivability.
•Workhorse vehicles: Vans such as the Ford Transit and 4x4s like the Land Rover Defender benefit from the exceptional longevity and robustness of polyurethane, even under the harshest conditions. Customers value the enhanced driving experience and reliability that Polybush bushes provide—and as a mechanic, it’s
1.ISO9001 Accredited: Every Polybush product is manufactured to the highest standards of quality, ensuring consistent performance and fitment.
2.Made in Britain: Designed and produced in the UK, Polybush bushes are created with the specific needs of British roads— and their challenges—in mind.
3.Comprehensive range: Polybush offers bushes for over 40 car marques, including Abarth, Alfa Romeo, Ford, Jaguar, Land Rover, Mazda, and many more. Whether your customers drive classics, modern vehicles, or high-performance models, there’s a solution available.
4.Environmentally friendly: Polybush products last significantly longer than rubber bushes, reducing waste and contributing to a more sustainable automotive industry.
In 2024, steering and suspension problems were responsible for nearly 23 per cent of defects found during MOT tests. KYB provide PMM readers with expert guidance on best practice for addressing these issues.
There are a wide array of tools available on the market specifically designed to make the fitting of steering and suspension components easier and more efficient, and it’s important to make full use of these. Using the right tool helps ensure that the component is installed correctly without causing damage to other components. Specialised tools like torque wrenches, ball joint separators, and coil spring compressors not only make the job easier but also ensure that the parts are installed to the manufacturer's precise specifications.
For example, when fitting a mounting kit to a shock absorber, it is often considered easier to use an impact wrench to install and remove mounting kits quickly. However, KYB strongly advises against this practice, as using impact wrenches can:
•Spin the piston rod, causing damage to the valving within the shock absorber.
•Cause the bottom nut holding the valving together inside the shock absorber to come loose. Tightened between 7-12Nm in the factory, this nut is prone to loosening when the incorrect tool is used.
•Sever the thread, leading to complete failure of the shock absorber. Instead, a torque wrench should be used
and components tightened to the manufacturer’s torque recommendation after the full weight of the car has been applied –this prevents the components from being placed under additional stress once the vehicle has been lowered.
All KYB parts are provided with everything you need to complete the job properly – and this is for good reason. When fitting steering and suspension components, it is crucial not to reuse old fasteners. Reusing fasteners can lead to them loosening over time, which could compromise the safety and integrity of the system. Furthermore, steering and suspension systems often use fasteners with a self-locking feature intended for one-time use only. By using the correct, new fasteners as provided with KYB parts, you ensure a secure and safe installation.
When inspecting a defective control arm, it may be possible to replace just the damaged bearings or ball joints. However, the complexity of this relies upon the vehicle make and model, as many newer vehicles have control arms with integrated components, requiring the replacement of the entire control arm assembly.
KYB addresses both scenarios by offering a comprehensive selection of ball joints and control arms. All KYB control arms come pre-fitted with
the ball joint, eliminating the need to purchase and fit each component separately.
KYB recommend a full four-wheel alignment after replacing any steering or suspension components. It is important to check all three angles; toe, camber and caster. Not only will this ensure that safety critical components such as tyres do not wear prematurely, but it also ensures maximum stability. When wheels are misaligned, handling is severely compromised meaning that in an emergency situation, a vehicle may not be able to stop safely.
It is also important to note that many Advanced Driver Assistance Systems (ADAS) and Electronic Stability Control (ESC) systems depend on fully functioning steering and suspension components, along with precise wheel alignment, to operate as intended. When these components are altered or not properly maintained, it can impact the position of the cameras, sensors, and radars used to monitor road conditions. Misalignment or faulty components can cause these systems to provide inaccurate data to the vehicle's ECU, potentially leading to incorrect responses. This significantly compromises the overall effectiveness of advanced safety technologies like lane-keeping assist, automatic emergency braking and adaptive cruise control. Therefore, after having completed a full wheel-alignment on a vehicle equipped with ADAS, resecure all the sensors and ensure that the system is recalibrated according to the vehicle manufacturers specification before returning the vehicle to its owner.
Meyle is arguing that high quality parts should be a must-have for garages and customers alike and are easily obtainable within the aftermarket.
Studies show that over 70 per cent of vehicle owners choose highquality aftermarket parts, appreciating their affordability and performance.
Why is that? Because certain modern aftermarket solutions now even exceed OEM standards, offering greater durability and reliability. For workshops, these parts are not only widely available but also ensure faster repairs and satisfied customers. Many aftermarket manufacturers have nowadays adopted cutting-edge production techniques, stringent quality control measures, and advanced materials to ensure their products meet or surpass the reliability and performance of OEM parts.
Meyle HD is a prime example of this evolution. Using advanced materials and technologies, it delivers parts that claim to outperform OEM components, making them more durable and reliable.
By choosing high-quality aftermarket solutions, workshops can build customer trust, reduce downtime, and increase profitability
For workshops, durability is a key consideration. Quality aftermarket parts often incorporate improvements based on real-world feedback and technological advances. Meyle for example refines and optimises designs and materials in accordance with strict international regulations, addressing common failure points found in OEM components. A good example being control arms, brake pads or filters where Meyle frequently uses superior materials or innovative re-engineering. These enhancements result in parts that resist wear and tear more effectively, offering
extended service life. For workshops, this means fewer repeat repairs, fewer warranty claims, and a stronger reputation for delivering reliable solutions.
While high-quality aftermarket parts may sometimes be priced similarly to OEM components, they often provide greater value over time due to their enhanced durability. These parts reduce the frequency of replacements, leading to long-term savings for both workshops and customers.
Moreover, the precision with which these parts are designed for specific problems and solutions results in significant time and cost savings for workshops.
The diversity in the aftermarket sector gives workshops flexibility in selecting parts tailored to specific applications. For
instance, performance-oriented parts for enthusiasts, like the Meyle PD line, or higher durability options like the Meyle HD line, may provide specialised solutions that OEM parts cannot. This adaptability helps workshops cater to a broader customer base, while saving time and costs.
Unlike OEM parts, which must adhere to standardised designs and materials, aftermarket manufacturers like Meyle are free to introduce improvements and workshop-oriented solutions that leverage the latest technologies. For example, its control arm for Tesla Model 3 and Y, which not only impresses with its body that’s made of a one-piece forged aluminium but also with a bigger ball joint.
Customisation is another critical advantage. Workshops can use aftermarket parts to address unique client needs. This capability helps workshops differentiate themselves in a competitive market.
In an era of increasing environmental awareness, the aftermarket has taken some
important steps in increasing its efforts: A lot of high-quality aftermarket parts are already produced with eco-friendly practices, such as recycling materials or reduced manufacturing waste. Additionally, the durability of high-quality aftermarket parts and solutions reduces the overall consumption of resources, aligning with broader goals of sustainability and environmental responsibility.stage.
For workshops, the decision to use highquality aftermarket parts reflects a commitment to excellence. Customers rely on workshops for expertise and advice, trusting them to prioritise quality and durability. By consistently using reliable parts and solutions, workshops can establish a reputation for dependability, therefor nurturing and building customer loyalty.
In addition, offering high-quality parts can lead to positive word-of-mouth recommendations, as satisfied clients share their experiences with others. In a competitive industry, this reputation for quality can be a decisive factor in a workshop's success.
Using high-quality aftermarket parts and solutions like Meyle’s HD line benefits workshops by enhancing reliability, efficiency, and customer satisfaction. The components exceed OEM
standards, offering improved designs and materials for greater durability. Solutions like the company’s HD control arm for Tesla or VW streamlines repairs as well as pre-assembled kits, which further save time and simplify installation, boosting workshop productivity.
The use of high-quality aftermarket parts and solutions is not merely a time and costsaving measure; it is a future-oriented, strategic approach to delivering superior service. These components combine durability, innovation, and adaptability, enabling workshops to meet diverse customer needs while maintaining efficiency and profitability. By prioritising reputable aftermarket solutions, workshops can build trust with clients, and ultimately thrive in an ever-evolving industry.
If you’re providing MOTs on a regular basis, you need to make sure your testing equipment is on top form at all times. Here, JHM Butt offers its advice on equipment maintenance.
Maintaining MOT equipment is crucial for any garage that wants to remain compliant, promote safety, and ensure customer satisfaction. In this post, we’ll go over some key strategies and practical tips for MOT testing stations to get the most out of their MOT equipment.
The first step in successfully maintaining MOT equipment is to invest in high-quality and reliable equipment in the first instance from reputable suppliers like JHM Butt To carry out MOTs in the UK, the make and model of equipment you choose must be on the DVSA list of approved equipment
Carrying out regular maintenance is essential to prolonging the life of your MOT equipment. JHM Butt recommends creating and adhering to a maintenance schedule that
aligns with the manufacturer's recommendations for each piece of equipment. Keep a log of all maintenance activities, including dates, actions taken and any repairs or parts replacements.
Keeping MOT equipment clean is not just about aesthetics; dust, dirt, and grease can lead to equipment malfunction or inaccurate readings. Clean equipment after each use and deep-clean regularly to prevent buildup in hard-to-reach areas. Pay extra attention to sensitive components like sensors and electrical connections.
Ensure all staff members who operate or maintain the MOT equipment are fully trained and informed about best practices. Regular training sessions can keep everyone up to date on new equipment features, potential issues, and proper handling procedures to avoid accidental damage.
Perform routine visual inspections of all MOT equipment. Look for signs of wear and tear, such as frayed cables, loose connections, or leaks in hydraulic systems. Early detection of these issues can prevent larger problems and costly downtimes.
Ensure that all equipment is calibrated according to the manufacturer's specifications at the recommended intervals. This includes brake testers, head beam testers, and emission analysers. Proper calibration is critical for providing accurate readings and meeting the DVSA standards.
Here is our recommendation for how regularly you should calibrate your MOT station’s kit:
Decelerometers: Every 12 months
Headlamp Testers: At least every 6 months
Brake testers: Every 6 months
Emissions testers: Every 3, 6, or 12 months, depending on the type
We’d like to mention that JHM Butt can provide comprehensive calibration and servicing nationwide. Feel free to get in touch to keep your MOT Station performing to the highest quality.
For computerised equipment, regularly check for and apply software updates. Updates can fix bugs, improve functionality, and protect against vulnerabilities. They are as vital to the performance and longevity of your equipment as any mechanical maintenance task.
Even with the best maintenance, equipment can fail. Have a response plan in place for dealing with breakdowns. This should include who to contact, how to access repair manuals, and how to source parts quickly. A rapid response can minimise disruption to your operation. JHM Butt has a breakdown service nationwide.
Always use replacement parts that meet or exceed the original manufacturer's specifications. This ensures compatibility and the continued smooth operation of the equipment. Substandard parts can cause failures and may violate compliance with MOT standards.
JHM Butt has a spare parts team and are one of the biggest sellers of spare parts in the UK. With their expert team, they can source your spare parts within minutes.
Set aside a yearly budget for equipment maintenance and repairs. This helps avoid cutting corners, which can lead to more costly issues in the long run. Consider the maintenance cost as a necessary investment in your business's future.
Implement preventative measures to avoid unnecessary equipment strain. For example, don't exceed the weight limits on lifts and avoid using brake testers on vehicles with known issues that could damage the rollers or sensors.
•Before testing brakes, check that the vehicle's tyres are properly inflated and that there are no loose items in the vehicle that could affect the weight distribution.
•When not in use, cover sensitive equipment to protect it from dust and debris.
•Periodically verify the balance of brake testers to ensure they provide uniform
readings across different vehicles.
•Seek Professional Help
•Don't hesitate to bring in professionals for specialised maintenance or when an issue is beyond the scope of your team's knowledge. Qualified technicians, especially those provided by your equipment supplier, can offer deep insights and expert repairs that preserve the integrity of your MOT equipment.
Join forums or online communities dedicated to MOT equipment maintenance. Sharing experiences and solutions with other garage owners can provide new perspectives and solutions that you might not have considered.
Finally, establish a feedback loop within your team. Encourage employees to report any issues they notice, no matter how small. This proactive approach can prevent potential problems early and is a sign of a well-run, responsive maintenance program.
By following these guidelines, you'll ensure that your garage's MOT equipment functions optimally, maintaining your reputation and your bottom line. Remember that consistently maintained equipment is less likely to fail, ensuring that your garage operations run smoothly and that your customers always receive the exceptional service they expect from a professional establishment like yours.
We asked Straightset’s managing director Andrew Bates to give us the lowdown on what you need to do to get MOT prepared.
Installing an MOT bay requires careful planning and informed decisionmaking, from selecting the right equipment to optimising the available space. Every workshop presents unique challenges, and while some factors remain consistent, site-specific considerations need to be taken into account.
This guide outlines the key stages of MOT bay installation—from assessing your space to selecting equipment and ensuring effective aftercare. Whether you're installing a new bay or upgrading your current system, these tips will help you navigate the process with confidence.
The first step is identifying your objectives. What do you need from the MOT bay? Establishing what you need will help determine the required equipment and guide the design process.
When planning an MOT bay, it’s essential to look beyond the minimum specifications outlined in MOT quotations. Proprietors must ensure the equipment and layout align with the specific needs of the vehicles they intend to test. For instance, while a small platform lift might suit certain vehicles, it may not be adequate for larger ones, making it crucial to match equipment to your operational demands. Similarly, brake testers are available in various widths to accommodate the increasing similarity in size and weight between Class IV cars and vans and Class VII vehicles. Expanding your services to include motorcycle testing is another option worth considering. With adaptor kits, a new brake tester can be adjusted to accommodate Class I and II vehicles, enabling your bay to handle a broader range of tests.
Given the numerous factors to consider, partnering with a specialist garage equipment provider can help streamline the decision-making process. An experienced specialist can evaluate your needs, clarify your options, and guide you toward solutions that work best with your operational goals and comply with industry standards.
Understanding the space and options available is key to a successful MOT bay installation. For instance if you lease your premises and structural changes like floor recesses aren’t an option, a surface-mounted plate brake tester could offer a practical solution without requiring significant modifications to the building.
Conducting a thorough site survey is essential to ensure that the design makes the best use of the space and meets your specific needs. This careful planning helps avoid potential issues and ensures a seamless installation process.
This step includes measuring building dimensions, identifying obstructions such as columns or overhead ducting, and noting the locations of existing equipment. It may also involve documenting recess depths to ensure the final design is practical and efficient.
After the site survey, the next step is determining what will work practically in your space. Equipment, such as a 4-post lift or a scissor lift, must not only fit but also allow for safe accessibility and efficient workflow.
A detailed design process allows adjustments to be made in real-time, ensuring the final layout is functional and realistic.
To create a tailored plan, ask critical questions:
What do you want to achieve with your MOT bay? Are you looking for Class 4 testing, Class 7, or both? Do you need an OPTL or ATL? Straightset provides OPTL test lanes as standard but can upgrade to ATL if required. Do you have specific limitations or additional requirements?
Some customers require features like wheel alignment integration or need solutions for restricted spaces. Understanding these factors early ensures recommendations are tailored.
Once requirements are clear, use a design team to create a detailed drawing of the workshop, accounting for dimensions, existing equipment, and obstructions. This should include documenting the make, model, and serial numbers of existing equipment to ensure compatibility with the new setup.
An MOT bay requires a range of equipment tailored to the services offered. A standard setup includes:
•Lift (pits are an option, though less common)
•Jacking beam
•Roller Brake Tester (RBT)
•Headlight Beam Tester (HBT)
•Accessory pack (gauges, sensors, and essential tools)
•Gas analyser
No two MOT bay installations are identical. Space constraints, customer preferences, and regulatory requirements mean that every project presents unique challenges. By working with experienced professionals, you can streamline the process and ensure compliance with DVSA standards. With expertise in DVSA's Requirements for Authorisation, GEA-accredited staff, and a proven track record, Straightset offers end-toend support—from consultation and design to installation and aftercare. Their tailored solutions help clients achieve functional, compliant MOT bays while minimising stress and complexity.
We hear from the IGA about their recent request to the transport secretary to raise the MOT fee cap, which hasn’t changed in 14 years.
The Independent Garage Association has urged the UK government to address the stagnant MOT fee cap, which has remained unchanged for over 14 years. In a letter to the former transport secretary Louise Haigh MP, the IGA highlighted how the frozen fee has compounded financial pressures on garages, particularly with rising inflation and additional burdens from recent government initiatives, particularly Rachel Reeves’ recent autumn budget. The IGA is now engaging with Haigh’s successor, Heidi Alexander MP, along with Lilian Greenwood MP, the minister for the future of roads, to secure the opportunity to meet and discuss this situation. Director of the IGA, Jonathan Douglass, expressed concerns that some garages had already indicated that they would have to carefully consider the return on investment from all areas of the business to ensure maximum yield. With increasing costs across the business landscape, many garages are reevaluating how they allocate workspace, in some instances prioritising more profitable services. The knock-on effect of the unchanged MOT fee cap forces businesses to assess how to maximise their facilities, and in some cases further challenging the financial viability of MOT testing. The MOT fee is acting as a catalyst for some garage owners to consider the business impact of imposed costs over the last 14 years and how best to
mitigate against its impact. “MOT tests are essential for ensuring vehicle safety and good air quality,” Douglass said. “But the imposed financial pressures on garages could risk undermining their capacity to deliver this vital service.”
Operating in a highly competitive market, independent garages face tough choices. It is not always possible to pass increased business costs on to the consumer, leaving the business owner to absorb the increased costs. The IGA warns that without constructive dialogue, circumstances appear to be pushing some garage owners to deprioritise MOT testing, potentially jeopardising road safety. “If the fee remains unchanged, some garages may struggle to keep MOT testing as a core service,” Douglass explained.
A potential decline in the provision of MOT services could lead to longer wait times for motorists, more untested vehicles on the road, and compromised vehicle safety standards. MOT tests are crucial for maintaining the UK’s position as one of the safest countries worldwide for motorists, making the availability of MOT tests a cornerstone of the UK's motoring infrastructure.
The stagnant fee cap, when added to other significant layers of imposed costs that
garage businesses are trying to absorb, also impacts many garages' ability to recruit and train skilled technicians. With the increasing complexity of modern vehicles, garages must invest in advanced tools, equipment, and workforce development to keep pace with evolving technology. However, financial constraints from every angle could hinder these investments.
Without change, independent garages risk falling behind in maintaining safety and environmental standards, along with contributing to the wider agenda for transport to move to EV powertrains.
Jonathan Douglass concluded by calling for a meeting with the transport secretary and the minister for the future of roads to explore practical solutions. The IGA remains committed to collaborating with the government to ensure independent garages can sustain their services while supporting road safety and environmental goals.
“Our aim is to help garages continue providing essential MOT services while aligning with the UK's broader motoring needs,” Douglass said, “The IGA’s push for a fee cap review is symbolic of the need for a sustainable solution to support these vital businesses without compromising public safety or quality.”
Power-TEC has introduced two specialised 7-piece hammer and dolly sets tailored for the professional panel beater: the 92437 steel body hammer and dolly set and the 92430 aluminium body hammer and dolly set. The 92437 body hammer and dolly Set is ideal for working on steel panels; this set of seven tools is made from 1055 medium carbon steel, allowing for precise repairs and reshaping of steel surfaces. To prevent cross-contamination, this kit can also be used on aluminium if kept strictly separate from steel panel work. The set includes three high-quality body hammers (cross pein and finishing, shrinking, pick and finishing) with hickory handles for a balanced, ergonomic grip, and four polished dollies for various shaping requirements.
The 92430 aluminium body hammer and dolly set is specifically for panel beating on aluminium surfaces; this set prevents steel-aluminium crosscontamination that can compromise repair quality and finish. This collection of three aluminium profile-hammers (bumping, cross pein and finishing, pick and finishing) and four dollies is tailored specifically for the unique demands of reshaping aluminium panels.
WANT TO KNOW MORE?
WWW.RDR.LINK/ABQ026
A new addition to the Laser Tools range of EV and Hybrid insulated tools and safety equipment is this VDE insulated socket set (part number 8891), a 15-piece, fully insulated ¾ inch drive socket set. Featuring a 200mm long, 45-tooth ratchet with a dual-colour soft-grip handle, 12 metric single hex sockets, and two extension bars, this set is ideal for mechanics working on hybrid and electric vehicles. But most importantly, the set is VDE certified and manufactured to IEC60900 standards, thus ensuring safe operation on live circuits up to 1000V AC and 1500V DC. Supplied in a sturdy, heavy-duty plastic case with a routed foam tray to securely hold tools in place. Alternatively, the foam tray can be lifted out and placed neatly in a tool chest drawer.
WANT TO KNOW MORE?
WWW.RDR.LINK/ABQ027
Two new products from NightSearcher include the LightWave 1000R, which is a rechargeable head torch that delivers 1000 lumens, offering both spot and floodlight light beams. Designed with an on/off hands-free wave sensor for when your hands are dirty or you're wearing gloves. With four lighting modes, dimmable beams, a robust aluminium construction, a 250-meter range, and an 8-hour runtime. Also new is the iSpector 400 which is a compact, rechargeable inspection light that delivers 400 lumens of bright, even illumination with a range of up to 25 meters. Featuring a magnetic base, rotating light head, and built-in hook, it allows hands-free use for greater flexibility. Its rugged design also aims to ensure reliable performance in demanding environments, while the 18-hour runtime provides long-lasting use.
WANT TO KNOW MORE?
WWW.RDR.LINK/ABQ028
HIKMICRO has expanded its mini-series with the launch of the MiniE thermal camera. The MiniE aims to simplify tasks that require accurate temperature readings and thermal insights. This small, light camera is designed to be plug-andplay, connecting to Android or iOS smartphones and tablets. It includes an auto-rotation feature to match your screen with the camera’s angle and comes equipped with a flexible 60cm extension cable for hard-to-reach areas. The MiniE has a 96x96 IR resolution enhanced with HIKMICRO’s SuperIR technology. Its 25Hz refresh rate gives a smooth, real-time imaging experience, ideal for detecting heat loss in homes, identifying electrical faults or spotting engine inefficiencies. The MiniE is also highly accurate; its thermal sensitivity of 0.05°C allows users to detect even subtle temperature differences across a wide range, from -20°C to 400°C.
WANT TO KNOW MORE?
WWW.RDR.LINK/ABQ029
Here is a useful summary of all the adverts that appear in this issue of Professional Motor Mechanic Each is listed with its page number and a direct URL that will get you straight to the relevant online information
AutoElectro (page 40)
www.rdr.link/ABQ100
Bowmonk (page 7)
www.rdr.link/ABQ101
Clarios/Varta (page 28)
www.rdr.link/ABQ102
Draper Tools Ltd (page 18)
www.rdr.link/ABQ103
Esprit (page 40)
www.rdr.link/ABQ104
Ferdinand Bilstein UK Ltd (page 4)
www.rdr.link/ABQ105
Ferdinand Bilstein UK Ltd ....................................(page 11)
www.rdr.link/ABQ106
Kalimex Ltd ..........................................................(page 43)
www.rdr.link/ABQ107
KYB UK (page 37)
www.rdr.link/ABQ108
Lucas Oil Products Ltd (page 68/OBC)
www.rdr.link/ABQ109
Mann & Hummel (UK) Ltd (page 2/IFC)
www.rdr.link/ABQ110
Mechanex (page 24)
www.rdr.link/ABQ111
Meyle (page 8)
www.rdr.link/ABQ112
Morris Lubricants (page 47)
www.rdr.link/ABQ113
Ring Automotive ..................................................(page 33)
www.rdr.link/ABQ114
VLS ......................................................................(page 27)
www.rdr.link/ABQ115
